* up to 121 knots/140 mph works very well and
allows better engine cooling.

2.2 Maneuvers Permitted

2.2.1 Normal Operations

Normal operations at up to maximum take off weight (as stated in
section 2.5), are limited to normal flying maneuvers, but may include straight
and steady stalls, and turns in which the angle of bank does not exceed 60
degrees. Spins are permitted.

2.2.2 Aerobatic Maneuvers

Aerobatic maneuvers are permitted within the following limitations:

Aircraft weight not to exceed 2000 lbs.

G limits are +6/-3

Aft C of G limit not to exceed 97.4” aft of datum
(where datum is 80” fwd of wing leading edge)

2.2.2.1 Approved maneuvers-recommended entry speeds

Note: The application of these entry speeds presupposes that
control pressures applied limit acceleration to +6 G's or less. The maneuvering
speed of 125 knots/144MPH is the maximum speed at which full and abrupt control
movement is permitted.

Maneuver Entry Speed Range (I.A.S.)

Inside loops & horizontal eights
121-165 kts/ 139-190 MPH

Chandelles, wingovers (Immelmans) 130-165 kts/
150-190 MPH

Aileron rolls, barrel rolls
105-165 kts/ 121-190 MPH

Vertical rolls
156-165 kts/ 179-190 MPH

Split-S turns
86-95 kts/ 99-109 MPH

2.2.2.2 Prohibited maneuvers

Tail slides

2.2.2.3 Maneuvers not recommended

Snap rolls (allowable at entry speed less than 90
knots/ 104 MPH, but not recommended.)

Recommended for take-off power
160 ° F Warm oil
prior to takeoff as much as practical without allowing CHTs to exceed 400 ° F.
Using the sump heater while preflighting is one way to warm the oil.

2.4.4 Fuel Pressure

Normal 28 lbs psi
Minimum safe in flight 20 lbs psi
Max 45 lbs psi

2.5 Weight and Balance

2.5.1 Weight

Empty weight: 1226 pounds with 10 quarts oil

Maximum take-off weight (normal category) 2000 lbs

Maximum landing weight 2000
lbs

2.5.2 Center of Gravity

Normal Category Data

Forward limit: 87.7” Aft of Datum at all
weights

Rear limit: 97.4” Aft of Datum at all
weights

Observe the limits as are calculated on the Aircraft CG
Calculations page

2.5.3 Datum

Datum: 80” fwd of Wing Root Leading
Edge

2.5.4 Baggage Compartment Loading

(i) Maximum permissible aft baggage compartment
load:

Fwd section: 80 lbs Rear section:
30 lbs

(ii)Where passenger
seat is removed to permit the carriage of cargo, the permitted maximum load in
the seat area shall not exceed 250 pounds plus the weight of the removed seat.
The rear pilot control stick should be removed during any cargo carrying
operations.

2.7 Fuel Management

Either tank may be used for take-off and landing.

SEE LAST PAGE FOR FUEL FLOW CHART EXAMPLE

Section 3.0 - Handling

This section contains essential information relating to the
handling characteristics and operation of the aircraft and its systems.

N540VF is not equipped with an audible stall warning system. An
angle of attack device known as a “Lift Reserve Indicator” is installed.

3.3 Flaps

First notch 20 deg
Second notch 40 deg

3.4 Electrical Power

Do not turn off the alternator in flight except in an emergency.

This aircraft is fitted with a generating system that relies on
battery power for initial excitation, therefore there is a possibility that if
the alternator is turned off in flight, the loss of the battery system, or the
subsequent discharge of the battery will result in the loss of all electrical
power.

1. FUEL - SWITCH TANKS,
CHECK EIS AND EFIS
2. MIXTURE RICHEN
3. BOOST PUMP ON
4. RESTART - AS REQUIRED
4. POWER - AS REQUIRED
5. PROP CONTROL - PULL BACK FOR BEST GLIDE IF ENGINE IS STILL TURNING
6. IF ENGINE NOT TURNING, FORWARD UNTIL ENGINE RESTART

LOW VOLT/ ALTERNATOR
FAILURE

1. CHECK VOLTAGE
2. SWITCH TO EMERGENCY BUSS IF ALTERNATOR HAS FAILED

ELECTRICAL FIRE / SMOKE

1. TURN OFF SMOKING ITEM OR
SHUT OFF MASTER AS REQUIRED
2. IF EFIS IS TURNED OFF, USE LRI FOR AIRSPEED REFERENCE.
3. LRI RED LINE IS FULL FLAP STALL.
4. SWITCH TO EMERGENCY BUSS IF SITUATION PERMITS

Being old and forgetful this is the check list that I made. I shot it down in
size, put it back to back and laminated it. I though Greg's list is also very
good. probably has to do with the military thing. Jack #70 ( I
modified the stuff above to suit my needs. Jack's checklist is available
below. Vince)

Enough of this worrying about hitting the prop on start-up. Learn your
airplane well enough to place the throttle lever to get a 1000-1200RPM start.
Any higher RPM on a cold start up is damaging to the cam on the Lycoming
engines -- in fact lower RPM is better if you can do it. Hot starts are not so
critical to the cam, of course, but sometimes the pilot will set a bit of
extra throttle to help the Lyc Hot Start Syndrome...not necessary if you know
the procedure that works for your ship -- there isn't one sure method, I'm
told.

My hot start procedure, from buckle-up:

Master on, alt on, L mag on, elec ign on if so equipped

Set full throttle

Set full rich

1-3 sec of boost pump (listen for pressure change); pump off

close mixture

set throttle for 1000RPM, or a bit more than idle

Press the starter button

move mix lever to 1/2 when engine fires (it should run OK there)

Boost pump on if engine tends to stumble -- as would be the case in high
ambient temps: +80F

Set 900RPM idle; lean as far as possible

Cold starts are easier:

a bit more prime

set mix 1/2 open

Crank 'er up

SO!! Don't set so much throttle for starting, and you will have no problems
with brakes or stick or needing 3 hands....it ain't Rocket Science, after all!

YMMV, of course

Carry on!

Mark

Flight Manual, and annual inspection
checklists:

I've got some copies from Mark and others in Microsoft Word. I'd convert it to .pdf
but those are useless for editing. If you need a copy just email a request
to me and I'll email it to you. Be sure to tell me what it is you want
because I can't remember all the stuff I put on this site.
vfrazier@usi.edu Vince

The ship doesn't have any really bad habits, but it does come with a very
high engine-out sink rate, for no extra charge. Engine out: keep her at 100KT or
so in the glide so you have enough energy to flare (and flare kinda
late)...stopped prop might allow 90KT...

Be sure of control system continuity and good clear fuel flow, tight oil
hoses, and have some sort of radio out procedure ready (sign language with your
wingman, or simply land), and you should do OK. The flight advisor area of the
manual was written by a good advisor -- use it , and ask questions if necessary.
If 3 things go wrong, abort, and back up. 2 things are not so hard to handle. 3
things will hurt you: 3 things, plus flying the plane, is an overload.

If your pre-taxi engine runs are a non-issue, chances are the rest will be
OK too. If you had any problems with getting the engine started and getting it
to run cleanly, I will suggest that you check everything else again.

No high-speed taxi runs please. Go ahead and hop the thing to 5-10' AGL
and land it (if your runway is long enough) if you think that will help.

Plan for a 20 min flight; have fuel for 1 hr in each tank (15 gal or so).
Taxi out & fly on ONE TANK; the other is an emergency tank on this flight. You
can use tank #2 on the second 20 minute flight, with tank #1 as the emer. tank
this time.

1/2 flaps on your 1st landing; 85-90 KT on approach.

Expect a plugged injector some time in the first 5-7 hrs. The engine will
tell you that one is plugged. Don't worry or hurry -- just land as soon as
practical. Your EGT gage will tell you which cyl is plugged. The ship will fly
fine and maintain altitude at 15"/2000RPM.

CAUTION: This
web site is not a publication of, nor approved by, Harmon LLC, Team Rocket, Van's Aircraft or any
other person or entity listed herein, except me. Be advised that I am a
blithering idiot with neither brains nor money and my advice is not to be
trusted. So there. You have been warned! Vince